Town of Sahuarita, Arizona
Small Area Transportation Study
Final Report
(Amended)
Prepared for:
Town of Sahuarita, AZ
Arizona Department of Transportation
Prepared by:
5780 West El Camino del Cerro
Tucson, AZ 85745
September 1999
Town of Sahuarita, Arizona
Small Area Transportation Study
Final Report
(Amended)
Prepared for:
Town of Sahuarita, Arizona
Arizona Department of Transportation
Prepared by:
Curtis Lueck & Associates
5780 West El Camino del Cerro
Tucson, AZ 85745
(520) 743-8748
(520) 743-4210 (Fax)
September 1999
CLA Project # 99102
NOTICE
This study has been prepared using available traffic data and forecasts, as well as field data collected specifically for this study. It is
intended for use in making a determination regarding the transportation infrastructure needs of the study area. It is not intended for
use as a design document, nor does it represent a standard or specification. The document is copyrighted by the Town of Sahuarita
and Curtis Lueck & Associates, 5780 West El Camino del Cerro, Tucson, AZ 85745, telephone 520-743-874. All rights are
reserved pursuant to United States copyright law. The document may not be reproduced digitally or mechanically, in whole or in
part, without the prior written approval of CLA or the Town of Sahuarita, Arizona. Limited quotations may be made, for technical
purposes only, as long as proper citation to the authors is provided.
TABLE OF CONTENTS
1. INTRODUCTION ..........................................................................................................................1
PROJECT PURPOSES..........................................................................................................................1
COMMUNITY OVERVIEW .......................................................................................................................1
STUDY AREA ....................................................................................................................................2
2. CURRENT CONDITIONS ..............................................................................................................3
LAND USE........................................................................................................................................3
EXISTING ROADWAYS.........................................................................................................................3
REGIONAL TRANSPORTATION CORRIDORS ...............................................................................................8
ARTERIAL ROADS ...............................................................................................................................8
COLLECTOR STREETS .........................................................................................................................9
ROAD NAME DISCREPANCIES..............................................................................................................10
ROADWAY/INTERSECTION INVENTORIES.................................................................................................10
TRAFFIC SIGNALIZATION....................................................................................................................11
LEVELS OF SERVICE.........................................................................................................................11
ALTERNATE MODES..........................................................................................................................11
SAFETY ISSUES...............................................................................................................................12
3. ADOPTED ROADWAY PLANS AND PROGRAMS .........................................................................13
ARIZONA DEPARTMENT OF TRANSPORTATION .........................................................................................13
PIMA COUNTY.................................................................................................................................13
PAG METROPOLITAN TRANSPORTATION PLAN........................................................................................15
TOWN OF SAHUARITA ........................................................................................................................15
RELATED TRANSPORTATION PLANS......................................................................................................15
4. TRAFFIC FORECASTS AND PROPOSED ROADWAYS.................................................................17
5. TRAFFIC FORECASTING............................................................................................................20
OVERVIEW.....................................................................................................................................20
TRAVEL DEMAND MODEL...................................................................................................................20
THE FOUR-STEP PROCESS.................................................................................................................21
THE SAHUARITA TRAVEL DEMAND MODEL..............................................................................................21
BASELINE CONDITIONS ......................................................................................................................22
CALIBRATED SUBREGIONAL BASELINE MODEL.........................................................................................22
FUTURE CONDITIONS MODEL..............................................................................................................22
PROPOSED ROADWAY IMPROVEMENTS..................................................................................................25
TRANSIT CONSIDERATIONS .................................................................................................................27
ENVIRONMENTAL JUSTICE SCREENING..................................................................................................27
PUBLIC NOTIFICATION AND PARTICIPATION .............................................................................................28
6. POTENTIAL FUNDING SOURCES...............................................................................................29
INTRODUCTION................................................................................................................................29
EXISTING AND POTENTIAL REVENUE SOURCES........................................................................................29
FEDERAL SOURCES ..........................................................................................................................30
STATE SOURCES.............................................................................................................................33
LOCAL SOURCES.............................................................................................................................35
FUNDING STRATEGIES......................................................................................................................35
PROJECT PARTNERSHIPS...................................................................................................................36
7. TRANSPORTATION PLAN..........................................................................................................37
ROADWAY DEVELOPMENT PLAN ..........................................................................................................37
ALTERNATE MODES PLAN...................................................................................................................37
TRANSIT SERVICE............................................................................................................................41
SAFETY PROJECTS ...........................................................................................................................41
TRANSPORTATION POLICIES................................................................................................................42
LIST OF EXHIBITS
Exhibit 1 Study Area.............................................................................................2
Exhibit 2 Existing Land Use Surrounding the Study Area...........................................4
Exhibit 3 Existing Land Use Within the Town Limits ..................................................5
Exhibit 4 Existing Transportation System.................................................................6
Exhibit 5 Roadway Inventory .................................................................................7
Exhibit 6 Intersection Geometrics.........................................................................10
Exhibit 7 Accident Summary 1/98 through 3/99......................................................12
Exhibit 8 Future Land Use and Roadways.............................................................19
Exhibit 9 Existing Conditions Model......................................................................23
Exhibit 10 Future Conditions Model........................................................................24
Exhibit 11 Future Volumes and Lane Requirements .................................................25
Exhibit 12 Future Ramp Volumes...........................................................................26
Exhibit 13 Proposed Transportation System............................................................38
Exhibit 14 Project Descriptions and Funding Sources ...............................................39
Exhibit 15 Proposed Bike System ..........................................................................40
Acronyms and Abbreviations
ADOT Arizona Department of Transportation
ADT Average Daily Traffic
CBD Central business district
CIP Capital Improvement Program
CLA Curtis Lueck & Associates
CLT Continuous Left Turn Lane
FHWA Federal Highway Administration
FTA Federal Transit Administration
GIS Geographic Information System
GVCC Green Valley Coordinating Council
HELP Highway Expansion and Extension Loan Program
HURF Highway User Revenue Fund
ISTEA Intermodal Surface Transportation Efficiency Act
LOS Level of Service
LTAF Local Transportation Assistance Fund
NHS National Highway System
PAG Pima Association of Governments
QRSII Quick Response System, Version 2
ROW Right-of-way
RR Railroad
SR State Route
SATS Small Area Transportation Study
STIP State Transportation Improvement Program
STP State Transportation Plan, also Surface Transportation Program
TE Transportation Enhancement
TEA-21 Transportation Equity Act for the 21st Century
TI Traffic interchange
TOS Town of Sahuarita
VPD Vehicles per day
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 1
1. Introduction
Project Purposes
The purpose of this Small Area Transportation Study is to evaluate the transportation
system requirements for Sahuarita, Arizona. The primary goals of the study are to define the
current circulation system, evaluate its performance, forecast future needs, and prepare a
plan for fulfilling the identified needs. The study is prepared for the Town of Sahuarita,
pursuant to an intergovernmental agreement with the Arizona Department of Transportation
through the auspices of ADOT's small area transportation studies program.
The Town of Sahuarita General Plan was adopted in November 1996 to guide
development within the town and it's sphere of influence. The circulation element contained
in the General Plan identifies specific objectives for consideration in the planning and
development process. They are:
· Establish responsibility and fair share pay back standards for the installation and
maintenance of roads and streets,
· Ensure sufficient right-of-way for future expansion of roadways,
· Provide alternative modes of transportation and ensure access to local and regional
trails,
· Establish an alternative location for the Sahuarita Corridor,1
· Establish scenic routes throughout the community.2
These objectives have been used as a guide to address the future transportation
needs of the Town to the year 2020.
Community Overview
The Town is located in the historic Santa Cruz Valley, in Pima County. It incorporated
in September 1994, and is one of Arizona’s newest jurisdictions. The Town has an area of
about eleven square miles and is bordered on the north by the San Xavier Indian
Reservation, on the south by the unincorporated community of Green Valley, on the west by
copper mining operations, and on the east by the Santa Cruz River.
Sahuarita has a current population of about 2,500 residents and is expected to grow
to over 10,000 by 2020.3 The majority of employed residents work in Tucson or Green
Valley. Major employers in and around Sahuarita include two mines, the Sahuarita School
District, the Wal-Mart/Bashas retail center, Farmers Investment Company, and the home-building
industry in Green Valley.
The town is in a semi-rural setting and is comprised mostly of low- to medium-density
housing. Two hundred apartment units are being constructed near the Town's commercial
center, located along Duval Mine Road. Two major retail centers provide consumer services
to the residents of Sahuarita and attract Green Valley residents.
The Town is poised for growth. New businesses are being developed along Duval
Mine Road, and construction has begun on the first phase of Rancho Sahuarita, a 2800-acre
master planned community that will be the future home to 20,000 residents. The town has
1 ADOT is addressing this in a separate study, which is an update of the 1990 Environmental Assessment of the Sahuarita
Corridor.
2 This activity will be undertaken separately by the Town of Sahuarita
3 Source: Arizona Department of Economic Security, 1999
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 2
also recently annexed two square miles south of Duval Mine Road along Old Nogales
Highway and plans are being developed for another master planned community -- Madera
Highlands-- in this area.
Green Valley, directly south of the town limits is a retirement community with a
population of 25,000 residents, many of whom are part-time (winter) residents. The
community provides employment and consumer services to the residents of Sahuarita. The
interaction between these two communities is important to the existing and future
transportation system. Green Valley is in unincorporated Pima County.
Study Area
The study area includes the current Town limits, its sphere of influence as defined by
the General Plan, and the newly annexed section located in the southeastern area of the
town. The study area is illustrated below in Exhibit 1.
Exhibit 1 Study Area
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 3
2. Current Conditions
Land Use
The Town of Sahuarita currently contains about 8100 acres, of which about 75
percent are vacant or undeveloped. About 15 percent of the property within the town limits is
residential development, about seven percent is commercial/industrial, and the remaining
three percent is government-owned property. Property surrounding the Town within the
study area is largely agricultural and mining property with the exception of Green Valley to the
south. The existing land uses surrounding the town are shown in Exhibit 2, on the following
page.
Existing residential development in the Town is mostly low- to medium- density. Two
hundred apartment units are being constructed in The Quorum near the town's south
boundary. Major commercial development within the Town limits includes the Wal-
Mart/Bashas shopping center that also contains several small retail shops and restaurants
and the Quorum that contains a motel, restaurants, a bowling center, an automobile
dealership, and miscellaneous retail establishments to serve local residents and attract I-19
traffic. A retail center located in the northwest quadrant of the Duval Mine/I-19 traffic
interchange has been vacant for several years and is now being planned for new commercial
uses, including a theater. Existing land uses within the town limits are shown in Exhibit 3.
Existing Roadways
The roadways reviewed in this study include state highways, Interstate 19, Pima
County roads, and Town of Sahuarita roads that are shown on the circulation plan contained
in the General Plan. The existing transportation system within the study area is illustrated in
Exhibit 4. Exhibit 5 provides an inventory of these roadways including the physical
characteristics, average daily traffic (ADT), and level of service for each segment. The
functional classification, as contained in the General Plan, circulation plan is also provided in
the table. Recommendations for reclassification of certain roads are included in the table.4
Following Exhibit 5 is a brief description of the roadways.
4 These recommendations are based on the findings discussed later in this study.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 4
Exhibit 2 Existing Land Use Surrounding the Study Area
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 7
Exhibit 5 Roadway Inventory
Roadway Name ADT Source Capacity Level R/W Paved Speed Bike / No. Divided Functional Classification
Segment @ D of Limit Ped Lanes Town Recommended
Service Facilities General Plan Classification
STATE HIGHWAY SYSTEM
Nogales Hwy (SR19B)
Pima Mine Rd to- Duval Mine Rd 6200 1 13685 A 100-200 Yes 50 No 2 No RTC
I-19 Frontage Road (West)
Duval Mine Road to Duval Road 2300 3 11390 A N/A Yes NP No 2 No N/C Collector
I-19 Frontage Road (East)
Duval Mine Rd to Ave Val Verde N/A 4 11390 N/A N/A Yes N/A No 2 No N/C Collector
Interstate 19
Pima Mine Rd to Sahuarita Rd 21800 1 68900 A 300 Yes 65 No 4 Yes Freeway
Sahuarita Rd to Duval Mine Road 24500 1 68900 A 300 Yes 65 No 4 Yes Freeway
PIMA COUNTY ROADS
Sahuarita Road
West of La Canada 1600 1 11390 A 150 Yes 50 No 2 No Arterial
La Villita to Nogales Highway 3200 1 11390 A 60-150 Yes 35-50 No 2 No Arterial
La Canada
El Toro to Sahuarita 3000 1 11390 A 150 Yes 50 No 2 No Arterial
Pima Mine Road
Mineral Hill Rd to I-19 600 1 11390 A Yes 50 No 2 No Collector
I-19 to Nogales Hwy (SR19) 1300 4 11390 A Yes 50 No 2 No Collector Arterial
Sahuarita Road / Helmet Peak Road
Mission Road to La Canada 1600 1 11390 A 150 Yes 50 No 2 No Arterial
Old Nogales Highway
Nogales Highway (B19) to town limit 5800 1 11390 A Yes 50 No 2 No Collector Arterial
TOWN OF SAHUARITA ROADS
Abrego Drive
Duval Mine Road to Duval Road 1600 4 11390 A 120 Yes 35 No 4 No N/C Collector
Avenida de Augusto
El Toro to Calle de Julio Private Property - this road does not exist as a public facility Collector N/A
Duval Mine Road
La Canada to I-19 9800 1 14070 B/C 175 Yes 45 No 3 CLT Collector Arterial
I-19 to Old Nogales Hwy 5600 1 14070 B 175 Yes 45 No 2 No RTC
El Toro Road
La Canada to Las Quintas de Serenas 200 4 11390 A 200 Yes 35 No 2 No Collector
Las Quintas to La Villita 200 4 11390 A 60 No 35 No 2 Yes Collector
La Canada
Duval Mine Road to Twin Buttes 4300 1 11390 A 150 Yes 50 No 2 No Arterial
Twin Buttes to El Toro 3000 1 11390 A 150 Yes 50 No 2 Yes Arterial
La Villita
South end to Sahuarita Road 500 4 11390 A 60 Yes 40 No 2 No Collector
Sahuarita to north end (.5 miles) 100 4 11390 A 60 Yes 40 No 2 No Collector
Sahuarita Road
La Canada to I-19 3200 1 11390 A 150 Yes 45 No 2 No Arterial
I-19 to Nogales Hwy 3200 1 11390 A 60-150 Yes 35-50 No 2 No Arterial
Twin Buttes Road
Town Limit to La Canada 800 4 11390 A 60 Yes 45 No 2 No Collector
La Canada to I-19 200 4 11390 A N/A No 35 No 2 No Collector
El Toro to La Villita 200 4 11390 A None No 35 No 2 Yes Collector
CLT = Continuous center left turn lane
TOS = Town of Sahuarita
RTC = Regional Transportation Corridor
N/C = Not Classified
N/A = Information is not available
Sources: (1) PAG Traffic Volumes in Metropolitan Tucson, 1997- 1998
(2) Pima County 1997 Roadway System Map
(3) Recent traffic studies
(4) Derived from Sahuarita SATS Existing Conditions Model
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 8
Looking north along Nogales Hwy at Sahuarita Road
Regional Transportation Corridors
Interstate 19 - This is a four-lane,
divided, controlled access freeway that
begins in Nogales, Arizona at the United
States/Mexico border and extends north to
Interstate 10 near Ajo Way (State Route 86),
in Tucson. This is the primary access route
between Sahuarita and Tucson.
Nogales Highway (SR 19B) - This
roadway parallels the Union Pacific rail line
located east of the town limits. It is a two-way,
two-lane roadway that traverses the
study area in a north-south direction. The
road provides access from the city of Tucson to the north and continues through the area to
Interstate 19. This road intersects with Old Tucson Nogales Highway about two miles south
of Sahuarita Road. From this junction, it proceeds in a southwesterly direction to end at the I-
19/Duval Mine Road traffic interchange. The intersections with Sahuarita Road and Abrego
Drive are signalized. At-grade rail spur crossings are located at Pima Mine Road at the north
boundary of the study area and just south of the Sahuarita Road intersection. The portion
within the study area is from milepost 44 to milepost 50.
Arterial Roads
La Canada Drive - This is a two-way, two-lane, paved roadway from Sahuarita Road
on the north to Duval Mine Road on the south. The intersection with Duval Mine Road is
signalized and the roadway widens to a four-lane cross section at this location. There is an
at-grade rail spur crossing at El Toro Road. The road serves several residential areas along
both sides of the roadway between El Toro Road-- one mile south of Sahuarita Road and Via
Santo Tomas -- about one mile north of Duval Mine Road. There are also several churches
located along this segment of roadway. Property north and south of this segment is mostly
undeveloped. The road continues south from Duval Mine Road as a major arterial through
Green Valley.
Sahuarita Road (Helmet Peak Road) - This is a two-way, two-lane, paved roadway
that extends 24 miles from Mission Road west of the study area to the Sonoita Highway east
of Tucson. Through the study area, this road is named Helmet Peak Road and Sahuarita
Road. This road has an interchange with Interstate 19 and is located in the northern half of
the town where major development has not yet occurred. The Sahuarita town center and
schools are located on the north side of this road, east of I-19. An at-grade signalized
crossing of the Union Pacific main rail line is located on the east leg of the intersection with
Nogales Highway.
Duval Mine Road - This roadway traverses the study area in a northeasterly direction
from Continental Road on the south to I-19 on the east and continues from I-19 as Old
Nogales Highway (SR 19B). It is a paved, two-way roadway that is primarily a two-lane
roadway with the exception of segments between La Canada Drive and the I-19 interchange.
This is a three-lane section with a center left-turn lane. The majority of the town's commercial
uses have access along this roadway. The Quorum, a commercial subdivision nearing build-out,
is located on the south side, and the vacant K-mart shopping center is located on the
north side, west of I-19. The intersection with La Canada Drive is signalized. The portion of
Duval Mine Road between La Canada Drive and the I-19 interchange are slated for
improvements in the next five years.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 9
La Villita looking south across Sahuarita Road
El Toro Road looking west from Twin Buttes
Collector Streets
El Toro Road - This roadway begins as a
two-way, two-lane, paved roadway about one-half
mile west of La Canada Drive where it provides
access into the industrial/ranch property owned by
Kerley Chemical and then continues east parallel
with a rail spur line to Avenida de las Quintas about
one-half mile east of La Canada Drive. It continues
east as an unpaved roadway with one lane on each
side of the rail line and crosses under I-19
continuing one-half mile to Avenida de Augusto.
La Villita Road - This is a two-way, two-lane
paved roadway along the east boundary of the town
limits. It extends about one-half mile north and one and one-half miles south of Sahuarita
Road providing access into residential areas.
Old Tucson Nogales Highway - This
road continues from Nogales Highway (SR 19)
to Continental Road in Green Valley. Land
use along this section of roadway is mostly
agricultural from Nogales Highway to Quail
Crossing Boulevard, where residential
development is now occurring. This roadway
will serve as the primary access to two major
residential subdivisions – Quail Creek and
Madera Highlands.
Pima Mine Road - This is a two-way,
two-lane, paved roadway that extends from the Asarco mine on the west side of I-19 to
Nogales Highway (SR 19) on the east end. The San Xavier Indian Reservation is located
adjacent to the roadway along the north side. The property along the south side is owned by
Asarco mines with the exception of the Farmers Investment Company's pecan orchard
located near the Nogales Highway. Asarco recently opened its Mineral Discovery Center on
the west side of I-19 to provide tours of the mine complex.
Twin Buttes - This road begins as an unpaved roadway at Mission Road on the west
and continues in an east-west direction to La Canada Drive. It is paved as a two-lane
roadway for about one mile west of La Canada Drive. From La Canada Drive it continues in
a northeasterly direction as an unpaved roadway to Camino Cartegena, about one-eighth
mile west of I-19. It continues in this direction as an unpaved roadway on the east side of I-
19 to La Villita, currently the east boundary of the Town of Sahuarita. There are four at-grade
rail spur crossings along this roadway. Research of Pima County records indicates that this
is not a dedicated road.
Avenida de Augusto
This road is identified in the general plan as a collector roadway east of I-19. Pima
County records show that the road does not exist as a dedicated roadway and is currently
private property.
I-19 Frontage Road (West) - This roadway extends from Duval Mine Road south
about one-half mile to Duval Road where it ends. This is a two-way, two-lane, paved
roadway that provides the primary access into the Quorum. This roadway and intersection
with Duval Mine Road will be included in ADOT's Duval Mine TI Design Concept Report
(DCR). The frontage road/Duval Mine Road intersections are in need of realignment and
more separation from the freeway ramps. Transfer of ownership of this section of frontage
road from ADOT to the Town of Sahuarita will also be studied in conjunction with the DCR.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 10
I-19 Frontage Road (East) - This frontage road, on the east side of Interstate 19,
extends north and south of Duval Mine Road. North of SR 19B the road extends about three-quarters
of mile to intersect with Calle de Marzo, an east-west local street. Avenida Valle
Verde Norte continues north from the intersection. The intersection with Old Nogales Hwy
(SR 19B) is stop-controlled at a "T" intersection.
South of SR 19B the road intersects with Abrego Drive, about 900 feet east of the
north frontage road, runs west to the north frontage road alignment, and continues south
about three-quarters of a mile to terminate in a cul-de-sac south of Camino de Diana. At this
time, the road is closed to southbound traffic between Duval Road and Abrego Drive because
of the proximity of the Abrego Drive intersection to the signalized intersection of Abrego Drive
and Old Nogales Hwy. The southbound access remains open because of the need to allow
school busses to access properties north of Duval Road. This issue will be resolved during
an ADOT interchange improvement project discussed later in the study. Transfer of
ownership of the road from ADOT to local jurisdictions will also be considered.
Road Name Discrepancies
Some of the roadways within the study area have had name changes over the years
or are recorded with different names along certain segments. This is a situation that causes
confusion, particularly to a visitor to the area. Known problems are:
· Sahuarita Road (east of La Canada) also called Helmet Peak (west of La Canada)
· East Frontage Road also called Avenida Valle Verde
· Duval Mine Road (west of I-19) also called Old Nogales Highway (east of I-19)
· Nogales Highway also called Old Nogales Highway
· Old Nogales Highway also called Old Tucson Nogales Highway
Roadway/Intersection Inventories
Exhibit 6, below shows the geometrics at major intersections in the study area. The
letter "S" indicates that the turning movement is shared with a through lane. Intersections that
have a "T" configuration are indicated by the three approaches shown in the exhibit. These
roadway and intersection geometrics were used in the study to establish the existing
conditions roadway network for the travel demand model.
Exhibit 6 Intersection Geometrics
Northbound Southbound Eastbound Westbound
INTERSECTION Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Lns Lns Lns Lns Lns Lns Lns Lns Lns Lns Lns Lns
La Canada /Sahuarita S N/A 1 N/A N/A N/A N/A 1 S S 1 N/A
La Canada /El Toro S 1 S S 1 S S 1 S S 1 S
La Canada / Twin Buttes S 1 S S 1 S S 1 S S 1 S
La Canada / Duval Mine Road 1 2 S 1 2 S 1 2 S 1 2 S
Cmo de las Quintas / Santo Tomas S 1 S S 1 S S 1 S S 1 S
Camino de las Quintas / El Toro S 1 S S 1 S S 1 S S 1 S
I-19 FRW / Duval Road N/A N/A N/A N/A N/A 1 1 N/A N/A N/A N/A N/A
I-19 FRW / Duval Mine Road 1 N/A 1 1 N/A 1 N/A 1 S 1 1 N/A
I-19 FRE / Duval Mine Road N/A N/A N/A 1 N/A 1 1 1 N/A N/A 1 1
Abrego / Duval Mine Road 1 1 S 1 1 S 1 1 S 1 1 S
La Villita / El Toro S 1 S S 1 S S 1 S N/A N/A N/A
La Villita / Sahuarita S 1 S S 1 S S 1 S S 1 S
Old Nogales Hwy / Sahuarita 1 1 S 1 1 S S 1 S S 1 S
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 11
Traffic Signalization
There are currently three signalized intersections in the study area. These are Duval
Mine Road / La Canada, Sahuarita Road / Old Nogales Highway (SR 19B), and Abrego
Drive / Old Nogales Highway (SR 19B).
Levels of Service
Level of service is a qualitative description of how well a roadway or intersection
operates under prevailing traffic conditions. A grading system of A through F, similar to
academic grades, is utilized. LOS A is free flowing traffic, whereas LOS F is forced flow and
extreme congestion or delay. The region has adopted the LOS assessment methods
prepared by the Florida Department of Transportation, as incorporated in the Pima
Association of Governments Mobility Management Plan. The regionally adopted performance
standard is LOS D for up to two hours during peak traffic periods on typical weekdays. This
standard applies to Pima County roads in the study area.
The Town of Sahuarita’s engineering staff has decided to utilize LOS C as its
standard in this initial transportation study. The decision is based on an analysis of the cost
differential between the two standards and the perception of congestion in more rural
communities. The current performance of major roadways in the area is included in Exhibit 5,
Roadway Inventory. The exhibit shows that the roadways currently perform at an acceptable
level.
Alternate Modes
The Town roadways lack sidewalks, primarily due to the low development density
and general rural/suburban conditions of development. Currently, residents walk along the
side of the roadway, along shoulders where they exist, or along parallel paths created by
pedestrian use rather than by design. This situation is very typical of smaller and more rural
communities where walking is not a convenient mode of travel due to long trip lengths. The
Town and its sphere of influence, does however, contain segments of the Juan Bautista de
Anza National Historic Trail, which is a national historic route connecting the early Mission
sites and Spanish settlements of the 1700s.
The Anza Trail is administered by the National Park Service in partnership with other
federal, state, and local agencies, non-profit organizations, and private landowners. Non-federally
owned trail sites, segments, and interpretive facilities are added to the national
historic trail through certification agreements between the owner or mangers and the National
Park Service. Additional information about the Trail is available at the National Park Services
web site at http://www.nps.gov/juba/.
Public transit is not provided in the Sahuarita area, and so most trips are made by
private vehicle. The area is not presently served by SunTran (the regional bus service in
nearby Tucson) or by Pima County’s rural transit program, which does serve San Xavier to
the north of Sahuarita and interconnects with SunTran service in Tucson. There is no
intercity bus service by Greyhound or other carriers directly to Sahuarita. There are no
officially-designated park-and-ride lots in the study area for use by carpools.
Bike routes are also absent from the study area. The Tucson Bicycle Map indicates
portions of La Canada Drive and Esperanza in Green Valley as having bike lanes. Abrego
Drive from Continental Road to Old Nogales Hwy (SR 19B) is shown as a bikeable route for
more experienced riders.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 12
Safety Issues
Railroad Facilities
The Union Pacific rail line traverses the study area running parallel and adjacent to
the Old Nogales Highway/SR 19B. Several spur lines connecting to the UP mainline serve
the mining operations located west of the town limits. These rail lines and the road crossings
are identified in Exhibit 4, Existing Transportation System. All of these rail crossings are at-grade.
Drainage and all-weather Access
The Town does not have an extensive storm drainage system to convey runoff to the
Santa Cruz River. Instead, runoff flows across the surface of roadways, which can cause
disruptions to traffic flow and potential risk to motorists who try to drive through the flowing
water. This problem is most prevalent during the summer ”monsoon” season, when high-intensity,
short duration storms cause flooding on small watersheds. Runoff from major
summer storms flows across the surface of the roadway at wash crossing and depressions.
Drainage issues, although important to the circulation system, are not discussed further in
this report because they are addressed in the capital improvement program of the Town.
Traffic Safety
The Town of Sahuarita Police Department has provided accident data for the period
beginning January 1998 and ending in March 1999. ADOT has provided accident data for
Old Nogales Highway (SR B19). This information is summarized in Exhibit 7, below. The
data do not show any high accident locations. However, SR 19B should be monitored as a
potential problem area. Duval Mine Road T.I. and frontage road accidents are not included
because this intersection is the subject of another study being performed by ADOT.5
Exhibit 7 Accident Summary 1/98 through 3/99
Location No. of Injury Daylight Dark Single Bike/ Rear Angle Side Other
Accidents accidents Vehicle Ped End Swipe
Intersections
SR 19B /Abrego 3 3 3 3
Duval Mine Rd/La Canada 1 0 1 1
La Canada/Paseo del Comdare 1 1 1 1
La Canada/Woodacre 1 0 1 1
La Canada/Via de Chapala 1 1 1 1
Sahuarita/La Canada 3 2 3 1 2
Sahuarita/SB Off Ramp 1 0 1 1
Sahuarita/NB Off Ramp 1 0 1 1
Valle Verde del Norte/Calle de Marzo 1 0 1 1
Segments
La Canada - Duval Mine Rd to Sahuarita 2 0 2 2
La Villita - north of Sahuarita 1 1 1 1
SR B19 - Pima Mine Rd to I-19 15 8 12 3 8 3 1 2 1
5 Duval Mine Road T.I. Design Concept Report
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 13
3. Adopted Roadway Plans and Programs
This chapter describes each agency's proposed roadway improvement projects
within the study area.
Arizona Department of Transportation
ADOT's FY 2000 – 04 Five-Year Highway Construction Program projects include:
· Duval Mine Road/ I-19 interchange reconstruction, including ramp reconfiguration,
frontage road improvements, and potential turnback of portions of the west frontage
road to Sahuarita. ADOT has programmed $5000,000 for project design for FY 2000
and $4,700,000 for project construction in FY 2001. A design concept report is
underway for this project.
· Remove and replace travel and passing lanes on I-19 from Pima Mine Road to
Valencia Road. Funding in the amount of $5,270,000 is programmed for FY 2000
Pima County
Several Pima County bond projects are programmed within the study area. The
bond program uses the County’s Highway User Revenue Fund (HURF) as a committed
revenue source to retire the bonds. No property taxes or general funds are being used. The
construction period depends on the priority placed on the project by Pima County, and the
availability of bond proceeds for project improvements. Following are their descriptions.
· Pima County Bond Project Number 34 - Camino del Sol, Continental Road to Ocotillo
Wash
Scope: This project is the construction of a new Camino del Sol/West Parkway, west
of the Canoa Land Grant, from existing Camino del Sol in the vicinity of Ocotillo
Wash, north to Continental Road. In addition, improvements to Continental Road
from the new Camino del Sol intersection east to existing Camino del Sol will be
constructed. The project will be constructed initially as a two-lane roadway with
capability for future expansion when warranted. The project corridor will be
substantially wider than that typically required for the roadway to allow for increased
buffering from residential areas east of the roadway and to provide for pedestrian and
bicycle facilities off the road. The project will allow for future development of a
parkway from Ocotillo Wash north to Duval Mine Road.
Benefit: Proposed project will obviate the need to widen existing Camino del Sol
south of Continental Road. This section of Camino del Sol has a constrained right-of-way
and is developed with residential structures having direct access to the roadway.
The project will reduce congestion and enhance safety along Camino del Sol.
Bond Funding: $2,500,000
Other Funding: None Proposed
Implementation Period: 1/2
Future Annual Operating & Maintenance Costs: $25,500
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 14
· Pima County Bond Project Number 36 - Camino del Sol/West Parkway, Continental
Road to Duval Mine Road
Location: Unincorporated County (Green Valley)
Scope: Proposed project is the acquisition of right-of-way only for the future
construction of a Camino del Sol extension/West Parkway on existing state lands
west of developed Green Valley. The right-of-way acquisition will be sufficiently wide
to accommodate the planned future road, separate pedestrian and bicycle facilities,
linear park features and separation from existing and planned neighborhoods. Exact
width will be determined through future study.
Benefit: The benefit of the right-of-way acquisition at this time is to assure that there is
a complete right-of-way for future construction of the road, to assist area developers
to appropriately plan and site their projects to account for this future roadway and to
provide an opportunity for construction of the road and parkway elements with future
funding.
Bond Funding: $450,000
Other Funding: None Proposed
Implementation Period: 3/4
Future Annual Operating & Maintenance Costs: None
· Pima County Bond Project Number 48 Project DOT-48 - Duval Mine Road, La
Canada Drive to Abrego Drive
Scope: The project will widen and improve Duval Mine Road in the vicinity of the I-19
interchange. Project includes widening existing roadway and the overpass structure
at I-19, modifying the ramp geometry and improving the intersection connections at
La Canada Drive and Abrego Drive. The project will include provisions for improved
drainage, landscaping, and pedestrian and bicycle movements across the freeway
and related elements. The median treatment is yet to be determined pending
evaluation of local area access and circulation needs and a structural evaluation of
the existing overpass.
Benefit: The project will reduce congestion and enhance safety along Duval Mine
Road in the vicinity of this interchange.
Bond Funding: $2,000,000
Other Funding: $10,000,000 (3,000,000 ADOT; 1,500,000 Impact Fee Funds;
5,500,000 Urban Area HURF)
Implementation Period: 2 through 4
Future Annual Operating & Maintenance Costs: $22,500
· Pima County Bond Project Number 51 Project DOT-51 - La Canada/Camino de las
Quintas Highway Drainage Improvements
Scope: Proposed project consists of transverse and parallel drainage improvements
along La Canada Drive and Las Quintas to provide improved roadway drainage, to
alleviate ponding and drainage diversions within existing neighborhoods and to
increase roadway safety.
Benefit: The project will maintain traversable roadways during wet weather and
alleviate roadway-induced drainage problems in the adjacent neighborhoods.
Bond Funding: $1,500,000
Other Funding: None Proposed
Implementation Period: 2
Future Annual Operating & Maintenance Costs: No Increase
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 15
PAG Metropolitan Transportation Plan
The recently adopted MTP Roadway Capacity Improvements include reconstruction
of La Canada Drive from Sahuarita Road to Duval Mine Road and Duval Mine Road from La
Canada Drive to Abrego Drive to four lanes. Also included on the MTP is reconstruction of
the I-19 interchange. The Transportation Improvement Program for 1999 - 2003 includes
several drainage improvements in Sahuarita, but does not include any roadway capacity
improvement projects.
Town of Sahuarita
The Town currently has no transportation projects in its Capital Improvement
Program. The major problem in Sahuarita is stormwater drainage and provisions for all-weather
access on major roadways. Accordingly, the Town’s CIP emphasizes drainage
improvements, and the first major project is a multi-cell box culvert under La Canada Drive,
between Duval and Sahuarita Road. The project is being completed with engineering and
construction support from ADOT. Additional drainage projects will be completed in the
coming years.
This Transportation Study includes a list of transportation projects for inclusion in the
Town’s next CIP, which should be identified as the Sahuarita Transportation Improvement
Program.
Related Transportation Plans
Myriad transportation plans and programs have an impact on the Town. The
following section provides a brief overview of some of the more important documents.
Sahuarita Corridor
The Sahuarita Corridor is potentially one of the most important transportation projects
in the study environs. The corridor is intended to be a freeway-type facility connecting I-19
with I-10 near Vail Road, about 17 miles to the east. The alignment, selected in 1990, is
approximately one-half mile north of the Sahuarita Road section line. Unfortunately, there has
been little progress in the last ten years to implement the new route. The original concept was
for the local agencies to fund and build the project, after which it would be transferred to
ADOT as a part of the State System.
To date, the corridor has no dedicated right-of-way and lies partly in Sahuarita,
Tucson, and unincorporated Pima County. It was once shown on the regional transportation
plan, but was excluded from the most recent Metropolitan Transportation Plan due to a lack
of funding. The relevance of the corridor is being reassessed by ADOT, PAG and the Town
through the PAG Transportation Planning Committee. ADOT has funded an update of the
original Environmental Assessment, which may be completed within the next year.
Pima Association of Governments Metropolitan Transportation Plan
As a member of the PAG region, Sahuarita participated in the Metropolitan
Transportation Plan, and voted on its acceptance by the regional council. The PAG plan
provides a financially constrained transportation plan for the year 2020. It identifies future
improvements and funding strategies, including three new revenue sources. The plan is
expected to be updated again within two years.
I-19 Tucson to Nogales Multimodal Corridor Profile Review
This study, completed by ADOT in 1996, addresses I-19 from Tucson to Nogales. It
identifies the current facility, in depth, and makes some recommendations for system
improvements. The profile is part of ADOT’s implementation of the State Transportation
Plan, completed in 1994.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 16
Related PAG Studies
Pima Association of Governments Transportation Improvement Program: This
annual document by PAG consolidates the programmed and funded transportation projects
for a five-year period. It includes design, construction, and major rehabilitation projects by
PAG’s member jurisdictions, including ADOT.
Pima Association of Governments Mobility Management Plan (underway): This plan
identifies congested locations and identifies ways to mitigate and manage congestion.
Pima County Bond Projects: As mentioned, Pima County voters approved a series of
roadway improvements, some of which are in or near Sahuarita. Additional information is
available at the County’s web page at http://www.dot.co.pima.az.us/bonds/.
Pima Association of Governments Bike and Pedestrian Plan: This regional plan, now
underway, will establish a comprehensive system of bike and pedestrian improvements
throughout the region. Additional information is available at PAG’s web site at
www.pagnet.org.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 17
4. Traffic Forecasts and Proposed Roadways
A travel demand model was developed based on the existing and committed land
uses in the study area. The committed uses are assumed to be completely built-out at 2020.
Traffic forecasts for intermediate years assume that growth will occur linearly through the
analysis period.
The committed land uses included in the model are:
· Rancho Sahuarita Master Planned Development - this project contains 2,810 acres in
the north half of the existing town limits. Proposed land uses include 10,680 homes,
302 acres of regional commercial development, 122 acres of town center
development, 170 acres of industrial development, 59 acres for schools, and about
250 acres for parks and open space. Construction has recently begun on the first
phase of the project-- Rancho Resort, located west of I-19, north of Sahuarita Road.
· Madera Highlands - this is a proposed Master Planned Development located west of
Old Tucson Nogales Highway, south of Quail Creek in the newly annexed portion of
the Town. This project proposes 1,750 homes and two town center pods on about
920 acres.
· Duval Commerce Center - this project is the development of about 25 acres of light
industrial/commercial uses west of La Canada Drive on the north side of Duval Mine
Road. Construction has begun on the project and it is expected that it will be fully
built by 2020.
· The Quorum - this project, a mix of commercial and high-density residential uses, is
about 70 percent complete at this time. The project is located south of Duval Mine
Road, west of the west frontage road and is expected to be built out around 2005.
· Reutilization of the vacant K-mart center - this center is located west of I-19 on the
north side of Duval Mine Road. Plans are currently underway to convert the vacant
buildings into various commercial uses including a multi-plex theater.
· La Joya Verde - this project is the development of residential subdivisions east of I-19
and south of Old Nogales Highway. This project is expected to be complete within
the next few years.
· Santa Cruz Meadows - this is a platted subdivision (M&P 46/62) located east of
Camino de las Quintas, north of Calle Privada. It contains 239 residential lots and is
currently vacant.
· Quail Creek - this age-restricted project, located outside the Town limits, has been
included as 2,000 lots (about one-half of the proposed development) by the year
2020. This development was recently purchased by Robson Communities.
· Tohono O'odham Casino – A new casino is proposed on the San Xavier Indian
Reservation. Development plans are in process, but the construction date is
unknown. The project proposes access from Pima Mine Road about 200 feet east of
the I-19 northbound ramps6.
6 Source: Seaver Franks Architects, Tucson, Arizona
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 18
Other miscellaneous commercial and residential projects are currently in the pre-development
phase and are included in general in the 2020 model. They include a new
supermarket and shopping center at the southwest corner of Duval Mine Road and the West
Frontage Road and a six unit per acre housing project north of the K-Mart site.
The roadway network is based on the circulation system identified in the current land
use proposals (identified above) and the General Plan. The land uses and roadway system
that were input into the model are shown in Exhibit 8.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 20
5. Traffic Forecasting
Overview
This study utilizes a computer-based simulation model of travel in the study area
rather than the more traditional manual forecasts used for small-scale analysis projects. The
model used is QRSII, developed originally for the United States Department of Transportation
by AJH Associates. The model has been used widely in Southern Arizona by CLA and
others. Detailed information about the model is available at www.uwm.edu/dept/cuts/ and
related links. The user manual is also available on the Internet.
Travel Demand Model
The Quick Response System II (QRSII) for Windows is a computer program for
forecasting impacts of urban developments on highway traffic and for forecasting impacts of
highway projects on travel patterns. In addition, QRSII has complete transit ridership
forecasting capabilities. The 300-zone edition of QRSII is intended for small area analysis-either
small to medium-sized cities taken as a whole or smaller parts of large cities, including
site developments. The larger zone editions of QRSII (600, 900, and 1500 zones) are
capable of comprehensive analysis for cities up to two million in population. This study uses
the 600-zone version.
QRSII has two components - QRSII, the numerical model, and the General Network
Editor (GNE). GNE is a graphical user interface that permits the user to draw a network on
the monitor screen, enter verbal descriptions and numerical data about each element of the
network, edit the network and its data, compute intermediate results though a series of
worksheets, and search for network elements that meet certain criteria. GNE can also be
used for displaying results from QRSII. All data for QRSII are entered through GNE. There
are two editions of the General Network Editor for Windows.
QRSII uses networks, nodes, and links to describe the transportation system and
land use setting. The highway system is described by a network. A network consists mainly
of representations of streets and intersections. Streets are shown as links. Intersections are
shown as nodes. Streets and intersections have attributes that are important to QRSII. For
example, the most important attribute of a street segment (or link) is the time it takes to drive
from one end to the other.
The study area is described by a set of zones. Zones may vary greatly in size, but
they cover the whole urban area without overlaps and without leaving any gaps. Zones
should be smallest near areas of greatest impact. Zones, too, have attributes. Important
attributes of a zone concern human activities: how many families live and work in the zone.
Before any analysis can occur, the highway network and the set of zones must be integrated.
This is accomplished by representing each zone as a special type of node, called a centroid.
Centroids are attached to the highway network by a special type of link, called a centroid
connector. Centroid connectors serve an additional purpose; they tell QRSII about the time
and cost required to originate and terminate a trip at a specific zone. QRSII uses this
integrated network to find the travel times and the exact sequence of links along the shortest
paths between every pair of centroids.
Optionally, QRSII may be used to forecast impacts on transit ridership. A transit
network consists of routes, regular stops, and transfer points. The most important attributes of
a transit network are the headways and running times along the various routes. Transit is not
used in the Sahuarita model because there is no transit service now, and none is planned for
the immediate future. The model could readily be adapted to add transit, if needed, in the
future.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 21
The Four-Step Process
QRSII utilizes a traditional four-step modeling process. The steps are (1) trip
generation, (2) trip distribution, (3) mode split, and (4) traffic assignment.
Trip Generation
QRSII accomplishes its forecast by first determining the number of person-trips that
are produced at and attracted to each zone. This step in the model is called trip generation.
QRSII separately determines trip productions and trip attractions for four purposes: home-based
work; home-based nonwork; home-based question (QRSII's extra trip purpose, user-defined);
and nonhome-based. Trip productions and trip attractions are estimated for a full
weekday. As a general rule, trips with one end at the home are produced at the home. Trips
with one end at the home are attracted to the nonhome end. These rules apply, regardless of
the actual direction of travel (e.g., home-to-work or work-to-home). Special rules apply for
nonhome-based trips.
Trip Distribution
The second step in the forecast is to determine for each purpose the number of
person-trips that go from any given production zone to any given attraction zone. Two such
zones are referred to as an origin-destination pair. An origin-destination pair receives a
relatively large allocation of trips if (1) the trip productions in the production zone are large, (2)
the trip attractions in the attraction zone are large or (3) the travel time between the zones is
small. This step in QRSII is called trip distribution. Trip distribution between origin-destination
pairs may change in subsequent model runs if changes to the network or land use are made.
In other words, travel patterns will change in response to changes in the transportation
system or regional development.
Mode Split
When transit ridership forecasts are needed, QRSII performs a third step, called
mode split. At this step QRSII determines for each origin-destination pair the number of
person-trips for transit and the number of person-trips for automobiles.
Traffic Assignment to Roadway Network
The fourth step converts highway person-trips to vehicle-trips, which are then
assigned to the links in the highway network following the shortest paths previously found.
This step is called traffic assignment, which essentially loads traffic onto the roadway
network.
Traffic volumes may be estimated for any part of a day. QRSII finds the number of
person-trips for each origin-destination pair that occurs during each hour of a requested time
period, converts these hourly person-trips to hourly vehicle-trips, and sums the vehicle-trips
over all hours in the time period. As part of the traffic assignment step, QRSII estimates the
amount of delay expected on each link and at each intersection. QRSII has delay
relationships for both two-lane and multilane uncontrolled road segments. QRSII also has
separate delay relationships for signalized intersections, two-way stop intersections, all-way
stop intersections, and ramp meters. These delays can be incorporated into the forecast to
assure that traffic volumes will be consistent with intersection geometry and traffic control.
The Sahuarita Travel Demand Model
The model developed for this project is two-tiered. The first tier is a simple overview
model to quantify the proportion of trips from the Town going to Tucson and Nogales. This
step helps the analyst to understand the magnitude of trips to and from external locations into
the study area. The simplified model has only a few links and centroids. The model shows
that about 60-65% of the Town’s traffic is to and from Tucson, about 20% is to Green Valley,
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 22
10% is internal, and less than 5% is to Nogales. Once these proportions were established,
external stations in the more detailed sub-regional model are defined so that this travel
pattern is replicated.
Baseline Conditions
The baseline conditions include traffic volumes and land uses quantified in 1999. The
traffic volumes are based on field counts by CLA, Pima County, and ADOT, as reported in
the previous sections of this study. Land uses are quantified from zoning maps and
community plans. Population and employment is derived from the 1995 special census, and
updated by extrapolation using the current population forecast provided online by DES.
Calibrated Subregional Baseline Model
The calibrated baseline model, shown in Exhibit 9, replicates traffic volumes close to
the project within about 5%, and becomes somewhat less precise in locations that are more
distant. Overall, the baseline model is considered well calibrated. The settings used for the
model include the following: Trip generation – 14.1 person trips per household, or about 9.5
vehicle trips per day, including home-based work, home-based non-work, and non-home
based travel. Retail jobs attract 13.7 trips per employee, and non-retail jobs attract 4.8 trips
per employee per day.
Future Conditions Model
The future condition model includes the current conditions plus the new land uses
listed earlier. The DES forecasts that the Town would grow to 10,500 residents in 2020, and
proportionately more jobs than in 1999. This is based on the current Town limits, which will
undoubtedly expand with future annexations7. Exhibit 10 shows the traffic volume forecasts
for the future conditions model. Notice that the volumes forecast by the model exclude
through travel, i.e., trips that have both an origin and a destination at an external station.
Accordingly, the freeway traffic volumes show only those trips with one or both ends in the
study area. The indicated volumes are substantially less than the actual volumes because the
amount of inter-regional and international through trips is high along I-19.
7 The DES uses this constraint statewide except in the Maricopa County forecasts, where the city limits expand into the
unincorporated county over time.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 23
Exhibit 9 Existing Conditions Model
1339 963694
3924 3370
668 502
2062
193
193
3714
2321 2428 2205
769 686
123
4136
5938
6781 6781
341
6308
874
5511
8480
1614
791 183
2142
806
19169
2522
2386
10825 3173
9852
9182
6605
6157
2181
2-lane roadway
4-lane roadway
6-lane roadway
Capacity Requirement at LOS C
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 24
Exhibit 10 Future Conditions Model
2-lane roadway
4-lane roadway
Capacity Requirement at LOS C
6-lane roadway
1539 2445 15282 4025
2656
12138
4248
17300
19188
11408
19215
20577
20773 6689
16518
9263
9976
12088
5233
7982
2895
4845
6681
2489
782
942
6972
922
6182
12606
4723
5188
13150
884
9913
6358
13857
5632
143491514
14340
927
30064
19890
5366
2944
9081
33813
16879
22375
2368
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 25
Proposed Roadway Improvements
The future conditions model included the existing roadway system and the proposed
roadways included within Rancho Sahuarita in the Master Plan, circulation element.
Additionally, the El Toro alignment was extended east to Old Nogales Highway, and La Villita
Road was extended south to Old Nogales Highway. The Pima Mine traffic interchange. was
also reconfigured to a diamond interchange. The resulting volumes and lane requirements
for the future conditions are contained in the table in Exhibit 11, below. Exhibit 12 contains
the existing and future ramp volumes.
Exhibit 11 Future Volumes and Lane Requirements
Existing Future (2020)
Conditions Volumes Lanes Length
ROAD SEGMENTS Volumes (miles)
Pima Mine Road West of I-19 1340 1500 2
I-19 to Old Nogales Hwy 100 15300 2 2
Sahuarita Road West of La Canada Drive 2200 2500 2
La Canada Drive to I-19 3900 21000 4 0.5
I-19 to La Villita 3370 6700 2 1
La Villita to Old Nogales Hwy 2320 4800 2 1
Duval Mine Road West of La Canada Drive 800 900 2
La Canada to I-19 8500 14400 4 0.5
Over I-19 9000 17400 4
I-19 to La Villita extension 6300 9900 4 1.25
La Villita to Old Nogales Hwy 6300 4700 2 0.75
La Canada Drive Sahuarita Road to El Toro Extension 2100 16500 2 1
El Toro to Camino de las Quintas 4200 12600 2 2
Camino de las Quintas to Duval Mine Road 10500 13900 2 1
La Villita South of Sahuarita Road 700 10000 2 2.75
La Villita North of Sahuarita 100 11400 2
East Frontage Road Duval Mine Road to Avenida Valle Verde 900 6400 2 0.75
Old Nogales Highway Pima Mine to Sahuarita 3700 2900 2 3
Sahuarita Road to El Toro Extension 6800 6700 2 1
El Toro Extension to Duval Mine Road /(Old Nogales Hwy) 6800 13200 2 1
Duval Mine Road to Quail Crossing 2100 14300 2 2.5
Quail Crossing to Continental 2500 19900 4 2.5
El Toro Road La Canada to Rancho Sahuarita 200 12100 2 0.75
Rancho Sahuarita to La Villita 200 7100 2 0.75
La Villita to Old Nogales Hwy N/A 8000 2 1.25
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 26
Exhibit 12 Future Ramp Volumes
I-19 RAMPS AND CROSSOVERS Existing Conditions Future (2020)
Pima Mine Road NB On 20 5700
NB Off 950 2500
SB On 1000 2800
SB Off 20 4800
Cross over 1050 8900
Sahuarita Road NB On 800 4500
NB Off 1850 2600
SB On 1900 11200
SB Off 900 700
Cross over 3700 20800
Duval Mine Road NB On 3700 6000
NB Off 3700 2500
SB On 5000 3800
SB Off 2400 6700
Cross over 11300 17400
Esperanza Boulevard NB On 2600 3500
NB Off 3200 10500
SB On 4000 3800
SB Off 4800 9700
Cross over 10650 23900
Continental Road NB On 4700 10100
NB Off 800 550
SB On 1300 2200
SB Off 6400 6500
16800 16100
Volumes
Note: The forecasts in this table do not include through traffic from one external station to another. See
discussion in text.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 27
Transit Considerations
Since there currently is no transit service in the area, trips made by transit do not
occur. However, if service was provided, between two percent and 5 percent of all trips could
be made on public transit. As an initial estimate of transit demand in Sahuarita, between 240
and 600 transit trips could be made.8 If Green Valley’s population of 25,000 is factored into
the analysis, the number of trips could increase tenfold. These person-trips would result in a
slight reduction of vehicular traffic and probably would have no effect on the future roadway
system improvements. However, transit would provide an optional mode of travel for those
who do not own or can not drive a car. This particularly impacts the transit-dependent
population, which includes the elderly, young, low income, and persons with disabilities. Most
of the transit trips would be made by these segments of the population.
Clearly, there is a need for transit service in the Sahuarita and Green Valley areas.
Possible strategies for formally considering transit include the following:
ü Establish a council-appointed committee on transit issues.
ü Identify a staff member to coordinate transit development and implementation.
ü Define transit goals and service needs through a public involvement process.
ü Establish formal coordination with Pima County and Green Valley
representatives.
ü Prepare a transit plan through a consultant contract, with an expected cost of
$10,000.
ü Submit an application to State and Federal agencies for capital (buses, etc.) and
operating expenses.
Environmental Justice Screening
Title VI of the Civil Rights Act of 1964 and related laws assure that individuals are not
excluded from participation in, denied the benefit of, or subjected to discrimination on the
basis of race, color, national origin, age, sex, and disability. Executive Order 12898 on
Environmental Justice directs that programs, policies, and activities not have a
disproportionately high and adverse human health and environmental effect on minority and
low-income populations. Alternative transportation improvements should not adversely
impact such groups disproportionately. Moreover, an array of alternatives should be
developed which provide transportation services to all groups.
The Arizona Department of Transportation (ADOT) has issued the document
Guidance on Title VI and Environmental Justice to provide information on insuring that Title
VI and Environmental Justice factors are considered in project development, environmental
assessments, and environmental impact statements. Although the guidance is for projects in
the development and environmental stages, the general approach outlined in the Guidance is
used herein to identify related issues for potential projects analyzed in the planning process.
In order to consider Environmental Justice issues, a screening analysis is conducted
to determine the existence of low income or other protected populations. The analysis must
consider the impacts on these populations. The following two questions must be answered in
order to address Environmental Justice concerns.
1. Does the potentially affected community include minority or low income
populations? The answer to the first question for Sahuarita is yes, as shown in
data obtained from the 1995 special census and PAG’s population handbook.
This information is reproduced in the appendix.
8 This estimate is based on seven external vehicle trips per day per household, auto occupancy of 1.7, 2500 population, and 2.5
residents per household. Then, transit trips = (2500 x 1.7 x 7 x 2%)/2.5 = 238, say 240.
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2. Are the environmental impacts likely to fall disproportionately on minority
or low income members and communities? The answer to the second
question must consider the types of projects likely to be recommended and the
improvements stemming from these recommendations. This study recommends
roadway reconstruction, widening, interchange improvements, new roadway
expansion, bicycle and pedestrian facilities, and transit considerations. None of
these types of projects is expected to have an adverse impact. Instead, they will
expand the availability of transportation services by all modes, thereby increasing
access, accessibility, and economic development within the Town of Sahuarita.
If projects are recommended by this study that could have adverse impacts, the
project development and environmental assessment phases must identify those impacts and
consider how to avoid, minimize, and mitigate adverse effects and impacts.
Public Notification and Participation
The public was notified at open houses and public hearings on this project through
various media. This included advertisements in local newspapers, legal notices, and posting
of announcements. Special interest groups and the Arizona Department of Economic
Security were also notified. Examples of the notification process are reproduced in the
appendix.
The public participated during open houses on March 24, 1999 and July 28, 1999.
There were public information meetings in December 1998 (at project initiation by the Town
Council), on September 2, 1999 (Planning & Zoning Commission), and on September 23,
1999 (Mayor & Council acceptance of the study). Finally, the findings of the study were
presented to the PAG Transportation Planning Committee on October 6, 1999.
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6. Potential Funding Sources
Introduction
This section provides an overview of the funding sources and amounts potentially
available for the construction of desired improvements within the Town of Sahuarita. The
major source dedicated to the Town is the Highway User Revenue Fund (HURF), which is
derived mostly from the state gas tax. HURF provides only about $160,000 per year, which
pays for operations and maintenance costs. The Town also receives a small amount – about
$12,000 per year -- of Local Transportation Assistance Fund from the state. The LTAF can
be used for roadways or transit, whereas HURF can be used for roadway purposes only.
The Town must complete with other agencies for regional funds distributed by the Pima
Association of Governments and for limited amounts of one-time County funds distributed as
transportation bonds projects.
Established federal, state, and local funding programs are identified and discussed.
The discussion includes the project types that the funding can be used for; State match
requirements; fund constraints; an estimate of the amount of funding available; and a funding
strategy for each of the desired improvements.
Existing and Potential Revenue Sources
Transportation improvements in Arizona are typically funded through federal, state,
and local revenue sources, or through a combination thereof. The funding categories
indicated with an asterisk in bold italics are the revenue sources now relied on by the Town.
The remaining sources have potential for use by the Town if specific conditions (such as
roadway type, project type, and successful competition for the funds) are met. The
discussion is intended as a resource guide for the Town when deliberating future projects and
how they could be funded.
Federal
· Transportation Enhancements (TE), used mostly for bike and pedestrian
projects. This is a competitive grant program.
· Transportation Equity Act for the 21st Century (TEA-21):
· Federal Highway Administration (FHWA) programs:
· Surface Transportation Program (STP)
· National Highway System (NHS)
· Infrastructure Safety
· Federal Lands Highways
· Federal Transit Administration (FTA) programs:
· Formula Grant Program
· Capital Investment Grants
State
· Highway User Revenue Fund (HURF), the Town’s major source of
transportation revenue. It is distributed by formula.
· Local Transportation Assistance Fund (LTAF), a minor source of revenue.
· Highway Expansion and Extension Loan Program (HELP), which is a loan
program
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Local
· Pima County Transportation Bonds, being used for improvements to Duval
Mine Road and La Canada Drive.
· Pima Association of Governments (PAG) regional funds.
· Flood Control District Taxes
· Tohono O'odham Indian Nation
Federal Sources
On June 9, 1998, the President signed into law PL 105-178, the Transportation
Equity Act for the 21st Century, authorizing highway, highway safety, transit and other
surface transportation programs for the next 6 years. TEA-21 builds on the initiatives
established in the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), which
was the last major authorizing legislation for surface transportation. This new Act combines
the continuation and improvement of current programs with new initiatives to meet the
challenges of improving safety as traffic continues to increase at record levels, protecting and
enhancing communities and the natural environment as we provide transportation, and
advancing America’s economic growth and competitiveness domestically and internationally
through efficient and flexible transportation.
Following is a description of the federal highway and transit funds that may be
available for roadway improvements.
Federal Highway Administration Sources
Surface Transportation Program (STP)
The STP provides flexible funding that may be used by States and localities for
projects on any Federal-aid highway, including the National Highway System, bridge projects
on any public roads, transit capital projects, and public bus terminals and facilities. A new
provision permits a portion of funds reserved for rural areas to be spent on rural minor
collectors. Other changes ensure the consideration of bicyclists and pedestrians in the
planning process and facility design.
The Act expands and clarifies STP eligibilities, such as environmental provisions
(natural habitat mitigation, stormwater retrofit, and anti-icing and de-icing), programs to
reduce extreme cold starts, modification of sidewalks to meet Americans with Disabilities Act
(ADA) requirements, infrastructure-based intelligent transportation systems capital
improvements, and privately owned intercity bus terminals and facilities. Funding flexibility
features established by the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA)
are retained.
Total funding provided for the STP over the 6 years is $33.3 billion. These funds are
to be distributed among the States based on each State’s lane-miles of Federal-aid
highways, total vehicle-miles traveled on those Federal-aid highways, and estimated
contributions to the Highway Account of the Highway Trust Fund. A State may augment its
STP funds by transferring funds from other programs. In addition, a portion of the Minimum
Guarantee funds is administered as if they were STP funds.
Once the funds are distributed to the States, 10 percent is set aside for safety
construction activities (i.e., hazard elimination and railway-highway crossing improvements),
and 10 percent is set aside for Transportation Enhancements, which encompass a broad
range of environmentally related activities. State suballocations, including a special rule for
areas with less than 5,000 population are continued. Of amounts reserved for rural areas, up
to 15 percent may be spent on rural minor collectors.
States are authorized by law to transfer up to 50 percent of STP funds to the NHS
program (100 percent if approved by the U.S. Secretary of Transportation). The Fiscal Year
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1999 apportionment of STP funds to Arizona is $111.4 million. The State typically allocates
STP funds to roadways other than the Interstate System. The Federal share of STP project
costs in Arizona is 94.3 percent.
National Highway System (NHS)
The National Highway System is composed of 163,000 miles of rural and urban
roads serving major population centers, international border crossings, intermodal
transportation facilities, and major travel destinations, and includes connections to terminals
designated by TEA-21. It includes the Interstate System, other urban and rural principal
arterials, highways that provide motor vehicle access between the NHS and major intermodal
transportation facilities, the defense strategic highway network, and strategic highway
network connectors.
The NHS funding level is $28.6 billion for the 6 years of the Act. These funds will be
distributed based on a formula which has been revised to include each State’s lane-miles of
principal arterials (excluding Interstate), vehicle-miles traveled on those arterials, diesel fuel
used on the State’s highways, and per capita principal arterial lane-miles. The Act expands
and clarifies eligibility of NHS funding for certain types of improvements, such as publicly
owned bus terminals, infrastructure-based intelligent transportation system capital
improvements, natural habitat mitigation, and pedestrian and bicycle facilities.
The Fiscal Year 1999 apportionment of NHS funds to Arizona is $99.5 million. The
State typically allocates NHS funds to the Interstate System first and then to other NHS
facilities statewide based on need. States are authorized by law to transfer up to 50 percent
of NHS funds to the STP (100 percent if approved by the U.S. Secretary of Transportation).
The Federal share of NHS project costs in Arizona is 94.3 percent.
Of the State Routes included in the study area, only I-19 is included on the NHS.
Infrastructure Safety
Reflecting the importance of safety throughout all surface transportation programs,
TEA-21 designates “the safety and security of the transportation system for motorized and
non-motorized users” as one of the seven newly established areas to be considered in the
overall planning process, both at the metropolitan and statewide level.
TEA-21 continues the requirement that 10 percent of each State’s STP
apportionment be set aside for safety construction activities. This will total approximately $3
billion over 6 years. Project eligibility is broadened to include off-roadway and bicycle safety
improvements. The Hazard Elimination program is opened to Interstates (previously
excluded), any public transportation facility, and any public bicycle or pedestrian pathway or
trail. Traffic calming projects are specifically mentioned. States must now include danger to
bicyclists in surveys of hazardous locations. The Fiscal Year 1999 Infrastructure Safety funds
in Arizona are $11.1 million.
Federal Lands Highways
The Federal Lands Highways (FLH) program authorizations total $4.1 billion for FYs
1998-2003. Funding is provided for the three existing categories of Federal Lands
highways—Indian Reservation Roads (IRR), Park Roads and Parkways, and Public Lands
Highways (discretionary and Forest Highways)—and for a new category called Refuge
Roads, which are federally owned public roads providing access to or within the National
Wildlife Refuge System.
FLH funds can be used for transit facilities within public lands, national parks, and
Indian reservations and can also be used as the State/local match for most types of Federal-aid
highway funded projects. Procedures and a fund allocation formula for the IRR program
shall be developed through negotiated rulemaking with Indian tribal governments. Tribes
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may contract for IRR projects under the Indian Self-Determination and Education Assistance
Act provisions.
A nationwide priority program for improving deficient bridges on Indian Reservation
Roads is established; a minimum of $13 million per year of IRR funds is reserved for this
purpose.
Transportation Enhancements (TE)
Transportation enhancement activities continue to be funded through a 10 percent
set-aside from STP funds. In order to maximize the use of available TE funding, TEA-21
provides innovative financing alternatives for meeting matching requirements. The list of
activities eligible for transportation enhancement funds is expanded, but all projects must
relate to surface transportation.
Newly eligible are safety education activities for pedestrians and bicyclists,
establishment of transportation museums, and projects to reduce vehicle-caused wildlife
mortality. Provision of tourist and welcome center facilities is specifically included under the
already eligible activity “scenic or historic highway programs.” In addition, 1 percent of the
transit urbanized area formula funds distributed to areas with populations greater than
200,000 must be used for transit enhancement projects specified in the Act.
The Fiscal Year 1999 TE funds in Arizona are $11.1 million (10 percent of STP
funds). The State of Arizona reserves one-half of the annual amount for State-sponsored TE
projects, with a 94.3 percent Federal share of project costs. The remaining half of the TE
funds is available to local jurisdictions throughout the state on a competitive basis.
Federal Transit Administration Sources
The basic structure of the Federal transit programs remains essentially the same, but
several new programs and activities have been added and new features have been
incorporated. The funding flexibility features first incorporated in the ISTEA and similar
matching ratios to the highway programs have been retained. The definition of a capital
project has been revised to include preventive maintenance, the provision of nonfixed route
paratransit service, the leasing of equipment or facilities, safety equipment and facilities,
facilities that incorporate community services such as daycare and health care, and Transit
Enhancements. TEA-21 provides $41 billion over the 6 years for transit programs, with $36
billion of this amount guaranteed.
Formula Grants
The various Formula Grants programs are authorized at $19.97 billion for FYs 1998-
2003. After set-asides for the Rural Transportation Accessibility Incentive Program, the
Clean Fuels program, and the Alaska Railroad, the remaining funding is apportioned using
three statutory formulas for urbanized areas, nonurbanized areas, and special needs of the
elderly and persons with disabilities.
Rural transportation accessibility incentive program: This program provides $24.3
million for the 5-year period of FYs 1999-2003 for over-the-road bus service. The purpose of
the funding is to help public and private operators finance the incremental capital and training
costs of complying with the DOT’s final rule on accessibility of over-the-road buses. Funding
may be used for intercity fixed-route over-the-road bus service and other over-the-road
service such as local fixed route, commuter, charter, and tour service.
Formula grant program for urbanized areas: Authorizations totaling $18.03 billion for
the 6-year period are provided for the Urbanized Area Formula Grant Program. Under this
program, 91.23 percent of the funding is made available to all urbanized areas with a
population of 50,000 or more. For urbanized areas with populations less than 200,000,
funding may be used for either capital or operating costs at local option and without limitation.
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For urbanized areas with populations of 200,000 or more, the definition of “capital” has been
revised to include preventive maintenance.
Operating assistance for these larger areas is no longer an eligible expense. Also, for
these larger areas, at least 1 percent of the funding apportioned to each area must be used
for Transit Enhancement activities such as historic preservation, landscaping, public art,
pedestrian access, bicycle access, and enhanced access for persons with disabilities.
The Tucson urbanized area allocation for FY 1999 is $7.5 million.
Formula grant program for other than urbanized areas: This program receives 6.37
percent ($1.18 billion over 6 years) of the funding available for apportionment in proportion to
each State’s nonurbanized population. Funding may continue to be used for capital,
operating, State administration, and project administration expenses.
Formula grant program and loans for special needs of elderly individuals and
individuals with disabilities. This program receives 2.4 percent ($456 million over 6 years) of
formula funding available and is apportioned based on each State’s share of population for
these groups of people.
Fiscal Year 1999 nonurbanized area funding statewide in Arizona is $1.86 million.
Known as the 5311 Program, it includes a ratio of 80 percent federal funds and 20
percent local match funds for capital outlay, and 50 percent federal funds for operating
expenses. ADOT funds 13 cities, counties, Indian tribes and non-profit organizations to
operate these systems at the local level.
Capital Investment Grants
Capital investment grants are potentially available through the following program:
Bus: A total of $3.55 billion is authorized for bus and bus-related facilities over the 6-
year transportation program. A number of bus projects throughout the United States are
identified for funding in FYs 1999 and 2000. The Secretary of Transportation will allocate
available funding throughout the U.S. via a competitive grant selection process.
State Sources
Highway User Revenue Funds (HURF)
The State of Arizona taxes motor fuels and collects a variety of fees and charges
relating to the registration and operation of motor vehicles on the public highways of the state.
These collections include gasoline and use fuel taxes, motor carrier taxes, vehicle license
taxes, motor vehicle registration fees, and other miscellaneous fees. These revenues are
deposited in the Arizona Highway User Revenue Fund (HURF) and are then distributed to
the cities, towns and counties and to the State Highway Fund. Sahuarita received only
$159,340 in FY 1997-1998, and the amount is expected to remain relatively constant when
adjusted for inflation, even though the Town’s needs are increasing.
These taxes represent the primary source of revenues available to the state for
highway construction and improvements and other related expenses. HURF collections
totaled $887.5 million in FY 1998, compared to the estimate of $925.8 million. The results
lagged the forecast by 4.1 percent and represented a decrease of 1.1 percent compared to
the FY 1997 total.
This is the first year since FY 1992 that revenues have fallen below forecast. Four
major factors have impacted the results this year. First are the significant legislative changes
mandated as a result of last year's Motor Carrier and Fuel Tax legislation (SB 1144 and
1398). Second are changes brought by the Motor Vehicle Division's (MVD) revenue
acceleration programs and a Vehicle License Tax accounting revenue recognition change.
Third is the change to a staggered registration program for commercial vehicles registered in
the state. Fourth is a policy change from utilizing a more conservative revenue forecast (60
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percent probability level) to a somewhat less conservative forecast (50 percent probability
level).
The Arizona Highway Fund, which consists of ADOT Discretionary funding, is used to
match available Federal funds, generally at a match proportion of 5.7 percent. Discretionary
funds remaining after Federal match are generally used to fund projects in rural areas.
Highway Expansion and Extension Loan Program (HELP)
House Bill 2488, enacted into law on August 21, 1998, established a comprehensive
loan and financial assistance program for eligible highway projects in Arizona. The new
program designated as Highway Expansion and Extension Loan Program or HELP provides
communities in Arizona a new financing mechanism to stretch limited transportation dollars
and helps bridge the gap between the needs and available revenues. A 1995 statewide
needs study identified an $8.8 billion funding shortfall for state highways, country roads, and
city streets over the ten year period from 1995 - 2005.
This new mechanism, often referred to as a State Infrastructure Bank (SIB), was
initially authorized by Congress under the provisions of the National Highway System
Designation Act of 1995. SIBs operate much like a bank, providing financial assistance in the
form of loans or credit enhancement for eligible projects. Under the Federal program, the SIB
can be capitalized with both Federal and state dollars, providing the equity capital for loans.
As borrowers repay principal and interest on loans, the bank is replenished and monies can
be reloaned so that the SIB becomes a self-sustaining mechanism to fund critical
transportation projects. There is also the potential of attracting private capital through this
financing mechanism. Over time a state's financing capacity is permanently increased
through interest on loans and bank balances.
Arizona was one of the first states approved by the Secretary of Transportation to
participate in the pilot program. As a pilot state, Arizona was authorized to allocate up to 10
percent of its apportioned Federal funds in certain categories for fiscal year 1996 and 1997 to
capitalize the bank. HB 2488 incorporates the Federal SIB requirements.
It is important to note that, although state legislation was not enacted in 1996 at the
time Arizona was selected to participate in the Federal SIB pilot program, the Attorney
General’s Office determined that ADOT had sufficient authority to implement a SIB with
certain limitations. For the long term, it was recognized that State specific legislation would
be needed for Arizona to fully realize the benefits of this new financing mechanism and to
provide local communities expanded access to the program.
HB 2488 was significant legislation for Arizona as it will enable highway projects to be
built sooner, more effectively utilize existing resources, make more projects viable, and
contribute to economic development.
HB 2488 includes the following key provisions:
· Authority for cities, towns, counties, Indian tribes, and state agencies (including
ADOT) to enter into loan agreements.
· Authority in state law for HELP (or SIB) program. No additional bonding at either the
state or local level is authorized.
· Places program under authority of State Transportation Board. ADOT has
administrative responsibility for the program. A seven-member Advisory Committee is
established with appointments made by the Governor, Speaker of the House, and
President of the Senate. The Director of ADOT or designee serves as chairperson for
the Advisory Committee.
· Defines eligible projects to include projects that are both: (a) state highways, or state
routes, or are on the federal aid system, or on the national highway system, and (b) in
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the state highway construction plan, or transportation plan of a regional association of
governments.
· Establishes criteria to be considered in evaluating proposed projects. Preference
would be given for local or private participation.
· Provides that the HELP monies could be used to make eligible project loans;
subsidize interest rates; provide other financial assistance subject to the
Transportation Board’s approval; and pay costs to administer the fund.
· Requires that all loans advanced with General Fund monies, if such monies are
appropriated and available, be repaid within five years of opening a highway to traffic.
Loans made under the Federal provisions would have a 10-year repayment period.
· Permits communities to advance funds to ADOT to accelerate project construction.
· Requires an Annual Report
Given its designation as a pilot state and the benefits to the state in terms of the ability
to accelerate highway construction through loans and other forms of financial assistance,
ADOT pursued implementation of the SIB program on a limited basis. The first step in the
implementation process was to enter into a cooperative agreement with the U.S. Department
of Transportation to charter the Arizona SIB. This positioned Arizona for receiving $6.7
million in additional federal monies from a special U.S. General Fund appropriation of $150
million.
The next steps taken were the establishment and capitalization of the bank with
federal funds and state matching monies, as authorized under federal law. The bank was first
capitalized in October 1996. To date, Arizona’s bank has been capitalized with $35.1 million
in federal funds and $2.4 million in state matching monies. With interest earnings of $2.2
million, the SIB account as of October 31, 1998 reflected a balance of $39.7 million.
Local Transportation Assistance Fund (LTAF)
The LTAF is funded from lottery revenues at a flat rate statewide of approximately
$23.0 million per year. Cities and towns receive a proportion of LTAF funding based on
population, with a minimum guarantee of $10,000 per year. Cities of 300,000 population or
more must use LTAF entirely for transit purposes, while cities under 300,000 population may
use LTAF on roads, streets, or transit. Real purchasing power of LTAF diminishes on an
annual basis because there is no provision for inflation. Sahuarita’s share of the LTAF was
only $12,000 in FY 1997-1998.
Local Sources
A variety of revenue sources administered by the Town, PAG, Pima County, and the
Tohono O'odham Nation exist which can potentially be used for some improvements. The
major sources include local share HURF, STP, PAG 2.6%,9 FTA, LTAF, general fund
revenues, and Pima County Flood Control District funds. Although available for
improvements on major roadways, these funding sources are considered supplemental for
project implementation.
Funding Strategies
Programmed and potential improvement projects for the study area have been
identified and are presented in the following sections. The principal sources of funding for
9 The 2.6% funds were formerly known as 15% limited access corridor funds, as distributed by the allocation formula contained in
state law.
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these improvements will be from the Town’s Highway User Revenue Fund and Surface
Transportation Program. Funding is also potentially available from the Transportation
Enhancements component of the STP for qualifying projects.
Although the State is authorized to use National Highway System funds on I-19 within
urban Tucson and is also authorized to transfer NHS funds to the STP, based on past State
practices this study assumes NHS funds will be unavailable for non-interstate highways.
Also, it is unlikely that locally controlled funding will be made available in major amounts for
these projects. Pima County may participate in needed drainage improvements, using Pima
County Flood Control District funds. PAG 2.6% funds may also become available for the
proposed widening Old Nogales Highway. Use of other locally controlled funding such as
LTAF is unlikely due to the limited availability of these funds and competition by maintenance
projects needs.
Most agencies typically allocate single revenue sources to specific projects when
programming funds. The revenue strategy presented within this study recommends use of
multiple sources for several of the proposed projects. It is likely that a single source such as
HURF or STP will provide a majority of the funding for each project. However, additional
sources are proposed which may help the funding feasibility of each project as well as help
move the projects forward in scheduling. Specific funding ratios for multi-fund projects are
not estimated. Funding ratios should be proposed as part of the project prioritization and
programming process.
Project Partnerships
Sahuarita has historically sought out partners to help fund its roadway improvements.
Inviting other parties to financially participate could speed up the improvements or add project
elements beneficial to all parties. The cost of many projects could be shared by the project
beneficiaries, i.e., the jurisdictions or constituencies using the facilities and the agency owning
the facility (i.e., the Town or ADOT).
The Town should continue seeking out partners for the improvements listed in this
study. There is little to loose in the process. Even if no additional funding is achieved, the
potential for project innovation creation of interest in the projects may make the attempt
worthwhile.
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7. Transportation Plan
The Sahuarita Transportation Plan includes three components. First is the roadway
development plan, which includes recommendations for projects and project funding. The
second is an alternate modes plan. Third is a policy and implementation plan for inclusion in
the Town’s General Plan.
Roadway Development Plan
The travel demand model has helped to identify roadway improvements needed now
and in the future. The recommended roadway improvements are shown graphically in Exhibit
13 and defined in tabular format in Exhibit 14. The cost of the improvements and the
potential funding sources are also shown in Exhibit 14 and total almost $51 million. The Town
will need to spend about $12 million in the next 20 years to implement the plan. An additional
$39 million will be needed from other sources, including cost sharing and public/private
partnerships. Note that some of the listed projects will be built entirely by other agencies or
by developers. Also, note that the costs are based on level of service C performance. The
costs would be somewhat less if LOS D becomes the future performance standard.
The exhibit identifies project priorities. Priority 1 projects need to be planned now and
constructed within the next 3 to 8 years. Priority 2 projects are needed within 8 to 15 years,
and priority 3 projects are needed in the 20 + year time frame. Note that there are no projects
that need to be constructed in the very near term because the overall performance of the
roadway system is very good. The exception is Duval Mine Road/I-19 area, which is already
under planning and design by ADOT.
Alternate Modes Plan
The key to good alternate modes planning is to have (1) adopted roadway cross
sections and roadway development procedures that require alternate mode facilities, and (2)
individual planning guidelines for trails, pedestrian facilities, and bike routes. Fortunately all of
this information is already available for the Town to adopt and utilize.
The Town’s roadways, in conjunction with parks and trails plans, need to better
support alternate modes. All new roadways should have cross sections that consistently
comply with regionally accepted practice. Since the Town does not currently have adopted
roadway standards, it should consider formal adoption of the City of Tucson or Pima County
development standards for major streets and for subdivision streets. Both of these sets of
standards provide sufficient guidance on bicycle, pedestrian, and transit facilities within the
roadway cross section without having to “reinvent the wheel.”
PAG is currently completing a regional bike and pedestrian plan, which includes the
Town of Sahuarita. Town staff needs to insure that the PAG plan meets its needs, and
provide input to PAG over the coming months. In the future, the Town could consider
preparing a more comprehensive plan of its own. In the meantime, however, the Town
should take advantage of the ongoing efforts. This study recommends the bike system
shown in Exhibit 15. Funding for the improvements can come from enhancement grants or
from inclusion of bike and pedestrian elements into new roadway construction and
reconstruction projects.
Regarding carpooling, the Town, in collaboration with ADOT, should consider
providing park-and-ride lots or carpool lots at strategic locations along I-19. These could be
at the Duval Mine Road interchange area, at Sahuarita Road, or as joint-use lots within new
master planned or commercial developments near the freeway.
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Transit Service
The Town of Sahuarita has a fairly large proportion of low income and elderly
residents who could benefit from local transit service and service to the Tucson metropolitan
area. Transit would provide an alternative mode of travel for those with a car and could be the
only mode available for those without a car. Transit typically serves from 2% to 5% of the
trips, which could be from 240 to 600 passenger trips per day now, and up to 3000 trips per
day in the future. If Green Valley is included in the service area, then the number of trips
could increase several times.
Transit service could be via an express route to Tucson from Green Valley and
Sahuarita, with stops at the carpool/park-n-ride lots mentioned above. The service could also
follow Old Nogales Highway, and provide a connection to major employment centers in the
southern tier of the Tucson urban area. The type of service would need to be addressed in a
feasibility study with project partners, but some type of transit service seems necessary now,
and will certainly be needed in the future.
The Town residents and businesses would benefit from transit services, but Sahuarita
clearly does not have enough funds (HURF or LTAF) to provide the service by itself. Instead,
the Town should request Pima County to take the lead and provide transit service extensions
to Green Valley and Sahuarita, with connections to SunTran service in the metropolitan area.
The funding section identifies some revenue sources available for the service.
A discussion with PAG staff and Pima County, via the PAG Transportation Planning
Committee is recommend as a way to initiate the service. The Town should also establish a
citizen-based transit committee which would work with the Green Valley Coordinating Council
and PAG to introduce transit to the area and to obtain necessary technical support and
funding.
Safety Projects
There are three types of safety projects suggested in this study. The first is drainage
improvements to provide all weather access on major routes. The second is the
consideration for railroad at-grade crossing improvements. PAG has completed a railroad
crossing study that determined the Sahuarita Road/UPRR spur line crossing was the only
problematic crossing in the study area. The problem is the proximity of the crossing to the
intersection, which could cause longer vehicles such as school buses to be at risk. PAG has
resolved the issue through interim measures such as allowing minor variation of State traffic
laws for longer vehicles, and recommending alterations to the traffic control devices and
striping. The remaining crossings have adequate safety devices and are in adequate
condition.
Since there are no apparent immediate needs for grade separations, this plan does
not include any. However, the need for grade separations should be reviewed periodically
based on safety experience and traffic volumes. Major roadway projects, such as widening
of La Canada should include consideration of a grade separation as part of the study efforts.
If a grade separation is warranted, it should be included in the project development costs, and
additional safety funding sought for the improvements.
Third, the need to standardize the street names discussed earlier is as much a safety
issue as it is a way finding problem. The Town Council needs to resolve the problem, with
cooperation from the Pima County addressing coordinator. There may be costs of name
changes incurred by area residents with addresses along the affected streets. The Town
may wish to provide financial assistance to some of the property owners to help facilitate the
name standardization.
Town of Sahuarita Small Area Transportation Study
Amended Final Report
© 1999 Curtis Lueck & Associates Tucson, Arizona Page 42
Transportation Policies
The Town of Sahuarita should have the following items officially adopted and
included (or at least referenced) in the General Plan.
1. A circulation element showing the major roadways, recommended minimum rights of
way, and proposed roadway improvements.
2. An annual Transportation Improvement Program describing project scope, schedule,
and funding sources.
3. Roadway Development Standards describing the planning and programming
methods for major improvements and establishing design criteria for major roads.
The Town can adopt the standards of another jurisdiction such as Pima County and
the City of Tucson.
4. Subdivision Street Development Standards that describe how streets within
residential and commercial areas are to be designed and built. Again, the Town can
adopt standards from another local agency.
5. A public transit and alternate modes plan, in cooperation with PAG, Pima County,
and SunTran.
6. A fair-share roadway policy or a development impact fee ordinance that obtains
financial participation from developers for building offsite roadway improvements
serving their developments. Such a policy is part of the Metropolitan Transportation
Plan, to which the Town is already committed.
7. A transportation revenues plan and forecast that ties into the TIP and the land
development process.
8. A comprehensive development traffic impact ordinance that involves other agencies
such as ADOT and Pima County in the identification of project impacts. This is
consistent with the requirements of the PAG Mobility management Plan.
9. A series of strategies to monitor and enhance transportation revenues to ensure that
the needed projects and services are built or provided when needed. New revenue
sources that could be considered include development impact fees, sales taxes, and
property taxes. PAG will soon be updating its regional revenue forecasts, and the
Town should be able to gain significant insight from PAG’s efforts.
Arizona State Government Publications
